CN115817449A

CN115817449A - Method, equipment and device for controlling torque of motor at optimal vehicle speed

Info

Publication number: CN115817449A
Application number: CN202211725194.2A
Authority: CN
Inventors: 孙英慧; 焦鑫; 戴卓; 江涌
Original assignee: ZF Commercial Vehicle Systems Qingdao Co Ltd
Current assignee: ZF Commercial Vehicle Systems Qingdao Co Ltd
Priority date: 2022-12-30
Filing date: 2022-12-30
Publication date: 2023-03-21

Abstract

The invention relates to a method, equipment and a device for controlling the torque of an engine at an optimal vehicle speed. The invention provides a method for controlling the torque of a motor at the optimal speed, which comprises the following steps: acquiring recommended optimal vehicle speed information, actual vehicle speed information and vehicle states; calculating a torque increment according to the optimal vehicle speed information, the actual vehicle speed information and the vehicle state according to a preset strategy to determine the working state of the engine; and transmitting a torque command corresponding to the torque increment according to the working state of the engine.

Description

Method, equipment and device for controlling torque of motor at optimal vehicle speed

Technical Field

The invention relates to the technical field of automobiles, in particular to a method, equipment, a device and a storage medium for controlling the torque of a motor of a commercial vehicle during cruising at an optimal speed.

Background

At present, the predictive cruise function in the automobile market is more and more popular, that is, the vehicle can receive the front road information (such as slope, speed limit, etc.) in advance through the GPS information and the electronic horizon technology by the predictive cruise function, etc., and calculate the optimal vehicle speed within several kilometers in front in advance. The target cruise vehicle speed is predictively adjusted by combining the optimum vehicle speed with the normal cruise, and the engine torque is controlled by the normal cruise at the target cruise vehicle speed.

With this technique and implementation, since the optimum vehicle speed value is combined with the conventional cruise and the engine torque is controlled by the conventional cruise function, there may be the following problems:

firstly, the optimal recommended vehicle speed value provided by the predictive cruise function is output through a PCC1 message (SPN 7316) specified in a J1939 protocol, but most vehicle models on the market do not support the message temporarily, so that the optimal recommended vehicle speed cannot be controlled through direct interaction with an engine;

secondly, if the message needs to be supported on the vehicle model and the whole vehicle needs to be upgraded, part of drivers can consider the cost problem without selecting a predictive cruise function, or the upgrading cost and the fuel-saving cost after upgrading can not be balanced to abandon the upgrading operation, so that the technical waste is caused to a certain extent, and the engine can not run in the optimal efficiency range to increase the fuel consumption;

thirdly, even if all vehicle types support the PCC1 message, due to technical barriers or patents, each engine supplier has different responses when the same recommended vehicle speed matches different engine platforms or even different vehicle types because the logic and method for converting the optimal vehicle speed into engine torque control are different, thereby affecting the overall vehicle realization effect.

Disclosure of Invention

The invention mainly aims to provide a method, equipment, a device and a storage medium for controlling the torque of a forward engine with the optimal vehicle speed, and aims to solve the problem of waste of oil consumption caused by the fact that most vehicle types cannot directly use recommended optimal vehicle speed information because PCC1 messages in a J1939 protocol are not supported by most vehicle types in the prior art, and further the engine cannot run in an optimal efficiency interval. The invention increases the autonomy of selecting the PCC1 message or the TSC1 message by the whole vehicle factory for the whole vehicle factory, realizes the full coverage of the predictive cruise function to a certain extent, and can realize the same function for consumers without adding extra cost. Meanwhile, by the method, the optimal vehicle speed is directly converted into the engine torque, the engine is always operated in the optimal efficiency range, the predictive cruise function full coverage is realized, the oil consumption and the whole vehicle cost are saved, the complexity of the control process is reduced, the redundancy of control logic is reduced, and the efficiency is improved.

In order to achieve the above object, the present invention provides a method for controlling engine torque based on an optimal vehicle speed, comprising the steps of:

acquiring recommended optimal vehicle speed information, actual vehicle speed information and vehicle states;

calculating a torque increment through the optimal vehicle speed information, the actual vehicle speed information and the vehicle state according to a preset strategy to determine the working state of the engine;

and transmitting a torque command corresponding to the torque increment according to the working state of the engine.

Based on the torque command obtained by the method of the present invention, the engine torque may be adjusted, for example, by the engine control system, according to a target torque corresponding to the torque command.

According to one embodiment of the invention, the optimal vehicle speed information can be obtained according to the front road condition; corresponding information and messages can be collected to obtain actual vehicle speed information and vehicle states. The vehicle state includes, for example, transmission gear and ratio information, vehicle weight information, vehicle retarder or foundation brake state, etc.

According to an embodiment of the present invention, the preset policy includes: and judging whether the abnormality exists or not, and if the abnormality exists, determining that the working state of the engine is a fourth working state.

The preset policy may further include: if there is no abnormality, it is determined whether the calculated torque increase is a positive value, and if the calculated torque increase is a positive value, it corresponds to the first operating state.

The preset policy may further include: if there is no abnormality, it is determined whether the calculated torque increase amount is a negative value, and if the calculated torque increase amount is a negative value, it corresponds to the second operating state.

The preset policy may further include: if there is no abnormality, it is determined whether the calculated torque increase is zero, and if the calculated torque increase is zero, it corresponds to a third operating state.

In other words, according to the present invention, it is possible to first determine whether there is an abnormality, and if there is an abnormality, determine that the engine operating state is the fourth operating state;

if no abnormity exists, calculating whether the optimal vehicle speed can be realized if the engine and the retarder do not work;

if the engine and the retarder do not work and the optimal vehicle speed can be achieved, the working state of the engine is determined to be a third working state; if not, then,

if the optimal vehicle speed can be realized only by needing the engine to work and not working the retarder, the working state of the engine is determined as a first working state,

and if the optimal vehicle speed can be realized only by operating the retarder and not operating the engine, determining that the operating state of the engine is a second operating state.

The first operating condition generally corresponds to a condition in which the vehicle follows a recommended optimal vehicle speed on a gentle uphill slope, a downhill slope, or a level road. A positive torque increase indicates engine operation (e.g. a non-zero positive output torque), while the retarder is not active (no torque is provided).

The second operating state generally corresponds to a state in which the vehicle speed increases and exceeds the recommended optimal vehicle speed or limit value so as not to follow the recommended optimal vehicle speed. A negative torque increment indicates that the engine is not operating (providing no torque) and the retarder is operating (e.g., the output torque is a non-zero negative value).

The third operating state generally corresponds to a state in which the vehicle speed has exceeded a lower limit that can be preset but has not exceeded the recommended optimal vehicle speed while the vehicle is still able to follow and maintain the recommended optimal vehicle speed capability. A torque increment of zero indicates that neither the engine nor the transmission are operating (providing no torque).

The fourth operating state generally corresponds to a state when the recommended optimal vehicle speed information cannot be acquired and/or the vehicle state is abnormal. In the abnormal fourth operating state, the engine output torque is set to an invalid value.

Alternatively, the engine operating state may further include a fifth operating state, which is an intermediate state in which the engine is shifted from the first operating state to the second operating state or from the second operating state to the first operating state.

According to a preferred embodiment, the preset strategy may further include: if no abnormity exists, judging: whether the calculated torque increment is a positive value or not, and if the calculated torque increment is the positive value, corresponding to a first working state; and whether the calculated torque increment is a negative value, if the calculated torque increment is a negative value, corresponding to a second operating state; if the current working state of the engine is the first working state and the next working state is the second working state, setting the working state of the engine to be the fifth working state and enabling the time counter to work; after the time counter reaches a certain value, the engine operating state is determined as a second operating state. If the current working state of the engine is the second working state and the next working state calculated is the first working state, setting the working state of the engine to be the fifth working state and enabling the time counter to work; after the time counter reaches a certain value, the engine operating state is determined as a first operating state.

Preferably, the torque command corresponding to the torque increment may be the torque increment itself or a target torque equal to the sum of the torque at the previous time and the torque increment.

Optionally, in order to mark the working states of the engine conveniently, a corresponding working state flag bit may be respectively assigned to each working state; when the working state flag position of one of the working states is 1, if the working state flag positions of the other working states are 0, a torque command corresponding to the working state of the working state flag position 1 is sent.

For example, when the first operation status flag bit is 1 and the remaining second, third and fourth operation status flags are 0, a first torque command corresponding to the first operation status is transmitted. And when the second working state flag bit is 1 and the rest first, third and fourth working state flag bits are 0, sending a second torque instruction corresponding to the second working state. And when the third working state flag bit is 1 and the rest of the first, second and fourth working state flag bits are 0, sending a third torque instruction corresponding to the third working state. And when the fourth working state flag bit is 1 and the rest of the first, second and third working state flag bits are 0, sending a fourth torque command corresponding to the fourth working state.

Optionally, if the current first working state flag position is 1, but it is calculated that the first working state flag position should be set to 0 and the second working state flag position should be set to 1 at the next moment, the second and fifth working state flag positions are both set to 1 and the time counter is enabled to work; after the time counter reaches a certain value, the fifth working state flag is set to 0, and the second working state flag is still set to 1;

if the current second working state flag position 1, but the second working state flag position 0 and the first working state flag position 1 are calculated at the next moment, the first working state flag position and the fifth working state flag position are both set to be 1 and the time counter works; after the time counter reaches a certain value, the fifth operating state flag is set to 0, while the first operating state flag is still set to 1.

Alternatively, during the transition from the first operating state to the second operating state (i.e., in the fifth operating state), before the time counter reaches a certain value, a (fifth) torque command corresponding to a positive torque increment is issued and the torque increment reaches zero at a certain slope, and after the time counter reaches a certain value, a (sixth) torque command corresponding to a negative torque increment is issued and the torque increment reaches a (second) torque command corresponding to the second operating state at a certain slope.

Alternatively, during the transition from the second operating state to the first operating state (i.e. in the fifth operating state), before the time counter reaches a certain value, a (sixth) torque command corresponding to a negative torque increment is issued and the torque increment is brought to zero with a certain slope, and after the time counter reaches a certain value, a (fifth) torque command corresponding to a positive torque increment is issued and the torque increment is brought to a (first) torque command corresponding to the first operating state with a certain slope.

In addition, in order to achieve the above object, the present invention further provides an optimal vehicle speed-to-engine torque control device, which includes a memory, a processor, and an optimal vehicle speed-to-engine torque control program stored in the memory and operable on the processor, wherein the optimal vehicle speed-to-engine torque control program is configured to implement the steps of the optimal vehicle speed-to-engine torque control method as described above.

In addition, in order to achieve the above object, the present invention further provides a storage medium, on which a control program of the optimal vehicle speed to engine torque is stored, and the steps of the control method of the optimal vehicle speed to engine torque are realized when the control program of the optimal vehicle speed to engine torque is executed by a processor.

In order to achieve the above object, the present invention provides a control device for an optimal vehicle speed to engine torque, comprising:

the information acquisition module is used for acquiring recommended optimal vehicle speed information, actual vehicle speed information and vehicle states;

the state determining module is used for calculating a torque increment according to a preset strategy through the optimal vehicle speed information, the actual vehicle speed information and the vehicle state to determine the working state of the engine;

and the control module is used for sending a torque instruction corresponding to the torque increment according to the working state of the engine.

According to the method, the recommended optimal vehicle speed information, the actual vehicle speed information and the vehicle state are obtained, the torque increment can be calculated according to the optimal vehicle speed information, the actual vehicle speed information and the vehicle state according to a preset strategy to determine the working state of the engine, and a torque instruction corresponding to the torque increment can be sent according to the working state of the engine; the engine torque can also be adjusted as needed based on a target torque corresponding to the torque command. Because the working state of the engine is determined by the preset strategy, the corresponding torque instruction is sent according to the working state of the engine, and the torque of the engine can be adjusted according to the target torque corresponding to the torque instruction according to the requirement, compared with the prior art that the recommended optimal vehicle speed information cannot be directly used because most vehicle types do not support PCC1 messages in a J1939 protocol, and further the engine cannot be operated in an optimal efficiency interval to cause the waste of oil consumption, the optimal vehicle speed is directly converted into the torque of the engine, the engine is always operated in the optimal efficiency interval, the full coverage of a predictive cruise function is realized, the oil consumption and the whole vehicle cost are saved, the complexity of a control process is reduced, the redundancy of a control logic is reduced, and the efficiency is improved.

The invention solves the problem of waste of oil consumption caused by the fact that most vehicle types cannot directly use recommended optimal vehicle speed information because the PCC1 message in a J1939 protocol is not supported by most vehicle types in the prior art, and further an engine cannot run in an optimal efficiency interval. Therefore, the invention has the following advantages:

1. the autonomy of the PCC1 message or the TSC1 message selected by the whole vehicle factory is increased, and the predictive cruise function full coverage is realized to a certain extent.

2. The optimal vehicle speed is directly converted into the torque of the engine, the engine is always operated in the optimal efficiency range, the oil consumption is reduced to a certain degree, and the cost of the whole vehicle is saved.

3. Compared with the method for controlling the engine torque through the conventional cruise function at the optimal speed, the method has the advantages that the engine torque is directly controlled, the complexity of the control process is reduced, the redundancy of control logic is reduced, and the efficiency is improved.

Further effects of the above-mentioned non-conventional alternatives will be described below in connection with the embodiments.

Drawings

The drawings are included to provide a better understanding of the invention and are not to be construed as unduly limiting the invention. Wherein:

FIG. 1 is a schematic diagram of an optimal vehicle speed-to-engine torque control device for a hardware operating environment according to an embodiment of the present invention;

FIG. 2 is a schematic flow chart diagram illustrating one embodiment of a method for controlling engine torque at an optimal vehicle speed in accordance with the present invention;

FIG. 3 is a schematic diagram illustrating the calculation of variables corresponding to first and second torque commands in an embodiment of the method for controlling engine torque at an optimal vehicle speed in accordance with the present invention;

FIG. 4 is a schematic operating condition switching diagram of an embodiment of a control method for controlling engine torque at an optimal vehicle speed according to the present invention;

fig. 5 is a block diagram showing an embodiment of a control device for controlling the engine torque at the optimum vehicle speed according to the present invention.

Detailed Description

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which various details of embodiments of the invention are included to assist understanding, and which are to be considered as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the invention. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

Referring to fig. 1, fig. 1 is a schematic structural diagram of a control device for engine torque at an optimal vehicle speed in a hardware operating environment according to an embodiment of the present invention.

As shown in fig. 1, the optimal vehicle speed-to-engine torque control apparatus may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display). The optional user interface 1003 may also include a standard wired interface, a wireless interface. The wired interface to the user interface 1003 may be a USB interface in the present invention. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., a Wire1 ess-file 1ity, wi-Fi) interface). The Memory 1005 may be a Random Access Memory (RAM) or a Non-volatile Memory (NVM), such as a disk Memory. The memory 1005 may alternatively be a storage device separate from the processor 1001.

Those skilled in the art will appreciate that the configuration shown in fig. 1 does not constitute a limitation of the control device for engine torque at an optimum vehicle speed. In particular applications, more or fewer components than shown may be included, or certain components may be combined, or a different arrangement of components may be used.

As shown in FIG. 1, a memory 1005, identified as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a control program for engine torque at optimal vehicle speed.

In the control device for the optimal vehicle speed to engine torque shown in fig. 1, the network interface 1004 is mainly used for connecting with a background server and performing data communication with the background server; the user interface 1003 is mainly used for connecting user equipment. The control device of the optimal vehicle speed-to-engine torque calls a control program of the optimal vehicle speed-to-engine torque stored in the memory 1005 through the processor 1001 and executes a control method of the optimal vehicle speed-to-engine torque provided by an embodiment of the present invention.

Based on the hardware structure, the embodiment of the control method for transmitting the engine torque to the optimal vehicle speed is provided.

Referring to fig. 2, fig. 2 is a flow chart illustrating an embodiment of the method for controlling the engine torque at the optimal vehicle speed according to the present invention.

In the present embodiment, the method for controlling the engine torque at the optimum vehicle speed includes the steps of:

step S10: and obtaining the recommended optimal vehicle speed information, the actual vehicle speed information and the vehicle state.

Note that the execution subject in the present embodiment may be a vehicle bump road running control apparatus equipped with a control system for transmitting the engine torque to the optimum vehicle speed, such as: the present embodiment is not limited to this, and the control method of the present invention for transmitting the engine torque to the optimal vehicle speed is described in the present embodiment and the following embodiments by taking the control device for transmitting the engine torque to the optimal vehicle speed as an example.

It should be understood that the recommended optimal vehicle speed information may refer to the optimal vehicle speed of the road point ahead sent by the control system of the optimal vehicle speed and the engine torque during the operation of the vehicle, or may refer to the difference between the optimal vehicle speed of the road point ahead sent by the control system of the optimal vehicle speed and the engine torque during the operation of the vehicle and the cruising vehicle speed set by the driver. In this embodiment, the default recommended optimal vehicle speed information is the optimal vehicle speed of the front road point sent by the control system for transmitting the optimal vehicle speed to the engine torque during the operation of the vehicle. The optimal vehicle speed matches the road distance ahead. For example, the driver sets the cruising speed to be 80km/h, and the control system of the torque of the motor transferred by the optimal speed calculates the optimal speed to be 82km/h at the position 50 meters ahead and the optimal speed to be 82.1km/h at the position 50.5 meters ahead. The maximum distance which can be identified and the optimal vehicle speed at each distance point are calculated according to a recommended cruising optimal vehicle speed system, and the calculation method is not related in the invention.

In specific implementation, the control device for transmitting the engine torque to the optimal vehicle speed can acquire the recommended optimal vehicle speed information by acquiring the recommended cruise optimal vehicle speed signal and store the recommended optimal vehicle speed information in the control device for transmitting the engine torque to the optimal vehicle speed for use.

In addition, the actual vehicle speed information and the vehicle state can be acquired by collecting corresponding information and messages.

Step S20: and calculating the torque increment according to the preset strategy through the optimal vehicle speed information, the actual vehicle speed information and the vehicle state.

Step S30: an engine operating state is determined based on the calculated torque delta.

It should be noted that the operating states corresponding to the engine may include a first operating state, a second operating state, a third operating state, a fourth operating state, and a fifth operating state.

The first operating state is an operating state in which the engine is on and the torque output by the engine is a non-zero positive value, the retarder is not on, and the retarder torque is zero. The typical vehicle would be in such an operating condition as to need to follow the recommended optimal vehicle speed on a minor uphill slope, downhill slope or level road.

The second working state is a working state in which an engine retarder needs to be started for deceleration braking, and the recommended optimal vehicle speed is achieved by reducing the vehicle speed. At the moment, the torque of the engine is zero, and the torque of the engine retarder is a negative value. Generally, the vehicle speed is gradually increased when the vehicle runs on a larger downhill, so that the vehicle speed is in the working state when the vehicle speed exceeds the recommended optimal vehicle speed or the speed limit value and cannot follow the recommended optimal vehicle speed.

It should be noted that different vehicles may be equipped with different retarders, such as an engine retarder, an exhaust brake retarder, and a transmission system retarder, due to different vehicle configurations. The default retarder type in this embodiment is the engine retarder.

The third operating state is an operating state in which the engine torque is zero and the engine retarder torque is also zero. Generally, the vehicle speed is gradually increased when the vehicle runs on a downhill, so that the vehicle speed exceeds a certain range but does not exceed the recommended optimal vehicle speed, and the vehicle is in the working state when the vehicle has the capability of following and maintaining the recommended optimal vehicle speed.

The fourth working state is a state when the vehicle recommended optimal speed device is not started or the recommended optimal speed system fails to recommend the optimal speed information of the front road point due to other reasons. At this time, because the control device of the engine torque is transferred by the optimal vehicle speed, the recommended optimal vehicle speed information sent by the recommended optimal vehicle speed system cannot be obtained, and therefore the optimal vehicle speed cannot be transferred to the torque of the engine or the engine retarder. At the moment, the torque of the engine is an invalid value, and the torque of the engine retarder is an invalid value.

The fifth working state is an intermediate state of the engine from the first working state to the second working state or from the second working state to the first working state. When the engine needs to be changed from the first working state to the second working state, the torque of the engine retarder needs to be reduced to zero within a calibratable time range according to a certain slope, and then the torque of the engine retarder is reduced to a calculated torque value within the calibratable time range according to a certain slope. When the engine needs to be changed from the second working state to the first working state, the torque of the engine retarder needs to rise to zero according to a certain slope in a calibratable time range, and then the torque of the engine rises to a calculated torque value according to a certain slope in a calibratable time range.

In specific implementation, the control system of the torque of the motor with the optimal speed can calculate the torque increment according to the recommended optimal speed information, the actual speed information and the vehicle state according to a preset strategy to determine the working state of the engine and the corresponding working state zone bit.

It should be noted that the preset strategy may refer to a preset strategy for adjusting the optimal vehicle speed to the engine torque, and different strategies may be determined according to different operating states of the engine. The preset policy may include at least one of: judging whether the abnormality exists or not, and if the abnormality exists, determining that the working state of the engine is a fourth working state;

if no abnormity exists, judging whether the calculated torque increment is a positive value, and if the calculated torque increment is the positive value, corresponding to a first working state;

if the calculated torque increment is a negative value, corresponding to a second working state;

if there is no abnormality, it is determined whether the calculated torque increase is zero, and if the calculated torque increase is zero, it corresponds to a third operating state.

It can be understood that the torque command is the torque for controlling the engine or the engine retarder when the engine is in different working states, and the engine torque or the engine retarder torque can be adjusted through the torque command. The torque commands may include: a first torque command, a second torque command, a third torque command, a fourth torque command, a fifth torque command, and a sixth torque command.

In specific implementation, the torque commands corresponding to the engine working states are different according to the different working states of the engine.

Step S40: and transmitting a torque command corresponding to the torque increment according to the working state of the engine.

The engine target torque differs for different torque commands. The engine torque may be adjusted based on a target torque corresponding to the torque command.

In concrete implementation, the control equipment for the torque of the engine in the optimal speed can select a torque instruction according to different corresponding working states of the engine, and the engine or an engine retarder can be directly controlled through the torque instruction.

It can be understood that, in the process of controlling the engine, the control system for transmitting the engine torque to the optimal vehicle speed sends the torque command to the engine control system, the engine system processes the engine commands sent by different devices or systems at the same time according to the J1939 standard protocol, and arbitrates according to the priority, the control mode and the like to determine whether to respond to the torque command sent by the control device for transmitting the engine torque to the optimal vehicle speed.

In the embodiment, the recommended optimal vehicle speed information, the actual vehicle speed information and the vehicle state are obtained, the torque increment can be calculated according to the optimal vehicle speed information, the actual vehicle speed information and the vehicle state according to a preset strategy to determine the working state of the engine, and the torque instruction corresponding to the torque increment can be sent according to the working state of the engine; the engine torque can also be adjusted as needed based on a target torque corresponding to the torque command. Because the working state of the engine is determined by the preset strategy, the corresponding torque instruction is sent according to the working state of the engine, and the torque of the engine can be adjusted according to the target torque corresponding to the torque instruction according to the requirement, compared with the current situation that the prior art does not support the vehicle configuration of a PCC1 message in a J1939 protocol, the recommended optimal vehicle speed information cannot be directly used, and further the waste of oil consumption caused by the fact that the engine runs in an optimal efficiency interval cannot be caused, the embodiment realizes that the recommended optimal vehicle speed information is converted into the engine torque, the vehicle speed is directly controlled through the engine torque, and further the full coverage of a predictive cruise function is realized, the oil consumption and the whole vehicle cost are saved, the complexity of a control process is reduced, the redundancy of a control logic is reduced, and the efficiency is improved.

Further implementation steps of the method for controlling the engine torque at the optimal vehicle speed according to the present invention will be described in more detail with reference to fig. 3 and 4, and based on the embodiment shown in fig. 2.

In the present embodiment, step S20 includes: and calculating the torque increment required for realizing the optimal vehicle speed according to the preset strategy through the recommended optimal vehicle speed information, the actual vehicle speed information and the vehicle state. Step S30 includes transitioning between different engine operating states based on the calculated torque delta.

When the vehicle predictive cruise function state is normal and the recommended optimal vehicle speed is within a settable range (such as a cruise speed range settable by a driver), and the vehicle state (such as gear and speed ratio information of a transmission and vehicle weight information) is normal, a positive torque increment is calculated, and at the moment, the first working state is marked at the position 1, and the engine is judged to be in the first working state. When the engine is in the first working state, if the vehicle speed exceeds the preset lower limit but does not exceed the recommended optimal vehicle speed, the required torque increment is zero, the engine should enter a third working state, and the third working state is marked to be 1. Therefore, when the current first operating state flag is 1 and the third operating state flag should be set to 1 at the next time, the condition J is satisfied, and it is determined that the engine enters the third operating state. If a state abnormality occurs while the engine is in the first operating state (such as the vehicle predictive cruise function is not on, the functional state is abnormal, or the vehicle state), the engine should enter a fourth operating state, which is marked at position 1. Therefore, when the current first working status flag bit is 1 and the fourth working status flag bit should be set to 1 at the next time, and if the condition K is met, judging that the engine enters a fourth working state. If the engine is in the first working state, for example, because the vehicle speed is increased and exceeds the recommended optimal vehicle speed or the speed limit value, a negative torque increment is calculated, the engine is shifted to the second working state, and the position of the second working state is marked as 1. During the transition of the engine from the first operating state to the second operating state, an intermediate state thereof may be set to the fifth operating state, which is set to the fifth operating state flag position 1. Then, when the current first operating state flag is 1 and the fifth operating state flag and the second operating state flag are at position 1 at the next time, the condition M is satisfied, and it is determined that the engine enters the fifth operating state.

It should be noted that the above-mentioned situations and situations in which the operating state should be entered are merely exemplary illustrations. The control system for transmitting the engine torque by the optimal speed can collect required information and messages, such as cruising speed information set by a driver, the optimal speed information calculated by the optimal speed system according to the front road condition, the current gear information of a vehicle gearbox, the vehicle weight information and the like, and the control system for transmitting the engine torque by the optimal speed can perform internal processing and calculate torque increment according to the information to determine the working state zone bit corresponding to the engine. The following description of the switching of the operating mode will not be repeated.

In a specific implementation, when the vehicle predictive cruise function state is normal and the recommended optimal vehicle speed is within a settable range (for example, a cruise speed range settable by a driver), and the vehicle state (such as gear and speed ratio information of a gearbox, vehicle weight information and the like) is normal, the control device for forwarding the engine torque to the optimal vehicle speed marks the first working state as 1 according to the calculated positive torque increment, and judges that the engine enters the first working state. When the engine is in the first working state, when the calculated torque increment is zero, the third working state flag position should be set to 1, and the condition J is met, and the engine is judged to enter the third working state; when the fourth working state mark position 1 meets the condition K, the engine is judged to enter a fourth working state; and when the torque increment required at the next moment is calculated to be a negative value, judging that the engine enters a fifth working state by using the fifth working state flag bit and the second working state flag bit position 1 and meeting the condition M at the moment.

When the vehicle predictive cruise function state is normal, the actual vehicle speed of the vehicle exceeds a settable threshold value and the vehicle state (vehicle retarder or foundation brake state) is normal, a negative torque increment is calculated, and at the moment, the second working state is marked at position 1, and the engine is judged to enter the second working state. When the engine is in the second working state, when the calculated torque increment is zero, the third working state flag position should be set to 1, and the condition B is met, and the engine is judged to enter the third working state; when the fourth working state mark position 1 meets the condition D, the engine is judged to enter a fourth working state; when the torque increment required at the next moment is calculated to be a positive value, the fifth working state flag bit and the first working state flag bit 1 can be set, and the engine is judged to enter the fifth working state when the condition F is met.

In the concrete implementation, when the vehicle predictive cruise function state is normal, the actual vehicle speed of the vehicle exceeds a settable threshold value, and the vehicle state (the state of a vehicle retarder or a foundation brake) is normal, the control device for transmitting the motor torque to the optimal vehicle speed can mark the position 1 of the second working state according to the calculated negative torque increment, and judge that the engine enters the second working state. When the engine is in the second working state and the calculated torque increment is zero, marking the third working state as 1, and judging that the engine enters the third working state when the condition B is met; when the fourth working state mark position 1 meets the condition D, the engine is judged to enter a fourth working state; and when the torque increment required at the next moment is calculated to be a positive value, judging that the engine enters a fifth working state when a fifth working state flag bit and the first working state flag position 1 meet the condition F.

When the vehicle predictive cruise function state is normal, the actual vehicle speed is within a definable range (such as exceeding a preset lower limit but not exceeding a recommended optimal vehicle speed) and the engine working state is not in the first and second working states, the calculated torque increment is zero, and at the moment, the third working state is marked with the position 1, and the engine is judged to enter the third working state. When the engine is in a third working state, when the positive torque increment is calculated, the first working state flag position is set to 1, and the condition I is met, the engine is judged to enter the first working state; when the negative torque increment is calculated, the flag position of the second working state is set to 1, and the condition A is met, and the engine is judged to enter the second working state; when the fourth operating state flag position 1, the condition G is satisfied, and it is determined that the engine enters the fourth operating state.

In a specific implementation, when the vehicle predictive cruise function state is normal, the actual vehicle speed is within a definable range (for example, the vehicle speed exceeds a preset lower limit but does not exceed a recommended optimal vehicle speed), and the engine working state is not in the first working state and the second working state, the control device for transmitting the engine torque to the optimal vehicle speed marks the position 1 of the third working state according to the fact that the calculated torque increment is zero, and judges that the engine enters the third working state. When the engine is in a third working state and positive torque increment is calculated, marking the first working state at a position 1, and judging that the engine enters the first working state when a condition I is met; when the negative torque increment is calculated, marking the position of a second working state at 1, and judging that the engine enters a second working state when the condition A is met; when the fourth operating state flag position 1, the condition G is satisfied, and it is determined that the engine enters the fourth operating state.

When the vehicle predictive cruise function is not started, the functional state is abnormal or the vehicle state (such as gear position and speed ratio information of a gearbox, vehicle weight information and the like) is abnormal, the fourth working state is marked at the position 1, and the engine is judged to enter the fourth working state. When the engine is in a fourth working state, calculating a positive torque increment after eliminating the abnormal state, wherein the first working state flag bit is set to 1, and the engine enters the first working state when the condition L is met; when the abnormal state is eliminated, the negative torque increment is calculated, the flag bit of the second working state is set to be 1, the condition C is met, and the engine enters the second working state; and when the calculated torque increment after the abnormal state is eliminated is zero, the third working state flag position is set to 1, the condition H is met, and the engine enters a third working state.

In the concrete implementation, when the vehicle predictive cruise function is not started, the function state is abnormal or the vehicle state (such as gear and speed ratio information of a gearbox, vehicle weight information and the like) is abnormal, the control device for transmitting the motor torque to the optimal vehicle speed can judge that the engine enters the fourth working state according to the fourth working state mark position 1; when the engine is in a fourth working state, when the positive torque increment is calculated after the abnormal state is eliminated, marking the position of a first working state at 1, and at the moment, meeting the condition L, and enabling the engine to enter the first working state; when the negative torque increment is calculated after the abnormal state is eliminated, marking the position of a second working state as 1, and when the condition C is met, enabling the engine to enter a second working state; when the calculated torque increment is zero after the abnormal state is eliminated, the third working state is marked at the position 1, and the engine enters the third working state when the condition H is met.

When the vehicle predictive cruise function state and the recommended vehicle speed are normal and the engine is in a fifth working state, if the first working state mark position 1 and the time counter reach a certain value at the moment, the condition N is met, and the engine is judged to enter the first working state; and if the position of the second working state mark is 1 and the time counter reaches a certain value at the moment, the condition E is met, and the engine is judged to enter the second working state.

In specific implementation, when the vehicle predictive cruise function state and the recommended vehicle speed are normal and the engine is in a fifth working state, the control equipment for transmitting the engine torque to the optimal vehicle speed considers that the condition N is met according to the first working state mark position 1 and the time counter reaches a certain value, and the engine is judged to enter the first working state; and if the second working state flag position 1 and the time counter reach a certain value, the condition E is considered to be met, and the engine is judged to enter the second working state.

Further, the torque command may include: a first torque command, a second torque command, a third torque command, a fourth torque command, a fifth torque command, and a sixth torque command, and the step S40 includes:

a first torque command is sent while the engine is in a first operating state.

Note that, the first torque command corresponds to a positive value, which is a value other than zero, of the output torque of the engine.

In the concrete implementation, the control device of the motor torque with the optimal speed can collect the current target torque of the engine or the first torque instruction at the last moment, meanwhile, the control system of the motor torque with the optimal speed calculates the driving traction of the vehicle according to the automobile driving equation, and when the vehicle is in the first working state, the first torque instruction is the engine driving torque obtained by calculation according to the driving traction and the current torque increment. Of course, another embodiment is contemplated in which the torque command is simply the torque increment itself.

It should be noted that, as can be seen from fig. 3, the current torque increment is equal to the difference between the calibratable parameter 1 multiplied by the difference between the current optimal vehicle speed and the actual vehicle speed and the difference between the previous optimal vehicle speed and the actual vehicle speed, and is added to the difference between the calibratable parameter 2 multiplied by the difference between the current optimal vehicle speed and the actual vehicle speed.

It is understood that the calibratable parameter 1 and the calibratable parameter 2 may be 100 and 20, respectively. The numerical values exemplified in the present embodiment do not form specific limitations of the present invention.

A second torque command is sent while the engine is in a second operating state.

It should be noted that the second torque command corresponds to a negative value of the torque of the engine retarder, which is not zero.

Further, different vehicles may be equipped with different retarders, such as an engine retarder, an exhaust brake retarder, and a transmission system retarder, due to different vehicle configurations.

In the concrete implementation, the control device for the torque of the engine in the optimal vehicle speed can collect the current target torque of the engine retarder or the second torque instruction at the previous moment, and when the vehicle is converted into the second working state, the second torque instruction is the sum of the second torque instruction at the previous moment and the current torque increment. Likewise, another embodiment is also contemplated in which the torque command is simply the torque increment itself.

It should be noted that, as can be seen from fig. 3, the current torque increment is equal to the difference between the calibratable parameter 1 multiplied by the difference between the current time optimal vehicle speed and the actual vehicle speed and the difference between the previous time optimal vehicle speed and the actual vehicle speed, and the difference between the current time optimal vehicle speed and the actual vehicle speed multiplied by the calibratable parameter 2.

It is understood that the calibratable parameter 1 and the calibratable parameter 2 may be 120 and 30, respectively. The numerical values exemplified in the present embodiment do not form specific limitations of the present invention.

A third torque command is sent while the engine is in a third operating state.

The third torque command corresponds to zero engine torque.

In a specific implementation, the engine torque control device for the optimal vehicle speed sets the engine output torque to zero according to the third torque command.

A fourth torque command is sent with the engine in a fourth operating state.

The fourth torque command corresponds to an engine torque that should be an invalid value.

In a specific implementation, the control device for transmitting the engine torque to the optimal vehicle speed sets the engine output torque to an invalid value according to the fourth torque instruction.

It is understood that, according to the J1939 protocol, the invalid value is an invalid value specified in the J1939 protocol and is not specifically defined herein.

And when the engine is in a fifth working state, when the calculated torque increment indicates that the flag bit of the subsequent first working state is to be set to 1, if the current time is in a first preset time of the fifth working state, sending a sixth torque instruction as an instruction corresponding to the target torque of the engine retarder, and if the current time is in a second preset time of the fifth working state, sending a fifth torque instruction as an instruction corresponding to the target torque of the engine.

Note that, here, the fifth torque command is the engine torque in the second preset time period. The sixth torque command is an engine retarder torque within a first preset time period.

It will be appreciated that the first preset period of time may refer to a preset period of time for the engine retarder torque to go from an actual value to zero, for example, the first preset period of time may be set to 1000ms. The numerical values exemplified in the present embodiment do not form specific limitations of the present invention.

It is understood that the second preset time period may refer to a preset time period from zero to the target torque of the engine, and for example, the first preset time period may be set to 1200ms. The numerical values exemplified in the present embodiment do not form specific limitations of the present invention.

In the concrete implementation, when the engine is in the fifth working state, when the calculated torque increment indicates that the flag bit of the subsequent first working state is to be set to 1, and if the current time is within the first preset time of the fifth working state, the control device for transmitting the motor torque to the optimal vehicle speed sends a sixth torque instruction as an instruction corresponding to the target torque of the engine retarder, and the target torque of the engine retarder reaches zero according to a certain slope within the first preset time period. And if the current time is in a second preset time of a fifth working state, the control equipment of the torque of the engine with the optimal vehicle speed sends a fifth torque instruction as an instruction corresponding to the target torque of the engine, and the target torque of the engine reaches the torque corresponding to the first torque instruction according to a certain slope in the second preset time.

And when the engine is in a fifth working state, when the calculated torque increment indicates that the flag bit of the subsequent second working state is to be set to 1, if the current time is in a third preset time period of the fifth working state, sending a fifth torque instruction as an instruction corresponding to the target torque of the engine, and if the current time is in a fourth preset time period of the fifth working state, sending a sixth torque instruction as an instruction corresponding to the target torque of the engine retarder.

It should be noted that the fifth torque command is the engine torque in the third preset time period when the calculated torque increment indicates that the subsequent second operating state flag should be set to 1. The sixth torque command is an engine retarder torque within a fourth preset time period.

It is understood that the third preset time period may refer to a time period from an actual value to zero of the preset engine torque, and for example, the third preset time period may be set to 1000ms. The numerical values exemplified in the present embodiment do not form specific limitations of the present invention.

It will be appreciated that the fourth preset period of time may refer to a preset period of time for the engine retarder torque to go from zero to the target torque, for example, the fourth preset period of time may be set to 900ms. The numerical values exemplified in the present embodiment do not form specific limitations of the present invention.

In the concrete implementation, when the engine is in a fifth working state, when the calculated torque increment indicates a mark position 1 of a subsequent second working state, and when the current time is in a third preset time of the fifth working state, the control device of the optimal vehicle speed and the engine torque sends a fifth torque instruction as an instruction corresponding to the target torque of the engine, and the target torque of the engine is enabled to reach zero according to a certain slope in the third preset time period. And if the current moment is in a fourth preset time of a fifth working state, the control equipment of the optimal speed-to-torque motor sends a sixth torque instruction as an instruction corresponding to the target torque of the engine retarder, and the target torque of the engine retarder reaches the torque corresponding to the second torque instruction according to a certain slope in the fourth preset time.

Compared with the current situation that the vehicle configuration of a PCC1 message in a J1939 protocol is not supported, the recommended optimal vehicle speed information cannot be directly used, and further the waste of oil consumption is caused when the engine runs in an optimal efficiency region, the method and the device realize that the recommended optimal vehicle speed information is converted into the engine torque, and the vehicle speed can be directly controlled through the engine torque, so that the full coverage of a predictive cruise function is realized, the oil consumption and the whole vehicle cost are saved, the complexity of a control process is reduced, the redundancy of control logic is reduced, and the efficiency is improved.

Referring to fig. 5, fig. 5 is a block diagram showing an embodiment of the apparatus for controlling engine torque according to the present invention.

As shown in fig. 5, the control device for engine torque at an optimum vehicle speed according to the embodiment of the present invention includes:

the information acquisition module 10 is used for acquiring optimal vehicle speed information, actual vehicle speed information and vehicle states;

the state determining module 20 is configured to calculate a torque increment according to the optimal vehicle speed information, the actual vehicle speed information, and the vehicle state to determine an operating state of the engine according to a preset strategy;

and the control module 30 is used for sending a torque instruction corresponding to the torque increment according to the working state of the engine.

Further, the state determination module 20 is further configured to calculate a positive torque increment when the vehicle predictive cruise function state, the optimal vehicle speed state, the vehicle state (such as the transmission gear and ratio information, the vehicle weight information, the vehicle retarder or the foundation brake state, etc.) and the like are all determined to be normal, and then mark the first operating state as position 1, and determine that the engine enters the first operating state. When the engine is in the first working state, when the required torque increment is calculated to be zero, marking the third working state at the position 1, and judging that the engine enters the third working state; when the abnormality is found, marking the position of a fourth working state as 1, and judging that the engine enters the fourth working state; and when the torque increment strain required at the next moment is calculated to be a negative value, the fifth working state flag bit and the second working state flag bit are set to be 1, and the engine is judged to be in the fifth working state. And when the judgment states are normal and the negative torque increment is calculated, marking the position 1 of the second working state mark, and judging that the engine enters the second working state. When the engine is in the second working state, when the required torque increment is calculated to be zero, marking the third working state as 1, and judging that the engine enters the third working state; when the abnormality is found, marking the position of a fourth working state as 1, and judging that the engine enters the fourth working state; and when the torque increment strain required at the next moment is calculated to be a positive value, the fifth working state flag bit and the first working state flag bit are set to be 1, and the engine is judged to enter the fifth working state. And when the judging state is normal and the working state of the engine is not in the first working state and the second working state, calculating the required torque increment to be zero, marking the position at 1 by the third working state, and judging that the engine enters the third working state. When the engine is in a third working state, when a positive torque increment is calculated, marking the first working state at a position 1, and judging that the engine enters the first working state; when the negative torque increment is calculated, marking the position of a second working state as 1, and judging that the engine enters a second working state; and when the abnormality is found, marking the fourth working state to be 1, and judging that the engine enters the fourth working state. When the state is judged to be abnormal, marking the fourth working state as position 1, and judging that the engine enters the fourth working state; when the engine is in a fourth working state, calculating a positive torque increment after eliminating the abnormal state, marking the first working state as 1, and judging that the engine enters the first working state; when the abnormal state is eliminated, the negative torque increment is calculated, the second working state is marked at the position 1, and the engine is judged to enter the second working state; and when the calculated torque increment is zero after the abnormal state is eliminated, marking the third working state as 1, and judging that the engine enters the third working state. When the engine is in a fifth working state, when the judging state is normal and the calculated torque increment indicates that the flag bit of the subsequent first working state is set to be 1 and the time counter reaches a certain value, judging that the engine enters the first working state; and if the calculated torque increment indicates that the flag bit of the subsequent second working state should be set to 1 and the time counter reaches a certain value, judging that the engine enters the second working state.

Further, the control module 30 is also configured to control the engine to operate in the first operating condition, a first torque command is sent. A second torque command is sent while the engine is in a second operating state. A third torque command is sent while the engine is in a third operating state. A fourth torque command is sent with the engine in a fourth operating state. And when the engine is in a fifth working state, when the calculated torque increment indicates a mark position 1 of a subsequent first working state, if the current time is in a first preset time period of the fifth working state, sending a sixth torque instruction as an instruction corresponding to the target torque of the engine retarder, and if the current time is in a second preset time period of the fifth working state, sending a fifth torque instruction as an instruction corresponding to the target torque of the engine. And when the engine is in a fifth working state, when the calculated torque increment indicates a mark position 1 of a subsequent second working state, if the current time is in a third preset time period of the fifth working state, sending a fifth torque instruction as an instruction corresponding to the target torque of the engine, and if the current time is in a fourth preset time period of the fifth working state, sending a sixth torque instruction as an instruction corresponding to the target torque of the engine retarder.

It should be understood that the above is only an example, and the technical solution of the present invention is not limited in any way, and in a specific application, a person skilled in the art may set the technical solution as needed, and the present invention is not limited thereto.

It should be noted that the above-described work flows are only exemplary, and do not limit the scope of the present invention, and in practical applications, a person skilled in the art may select some or all of them to achieve the purpose of the solution of the embodiment according to actual needs, and the present invention is not limited herein.

In addition, the technical details that are not elaborated in the present embodiment can be referred to the method for controlling the engine torque at the optimal vehicle speed according to any embodiment of the present invention, and are not described herein again.

It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising" does not exclude the presence of other identical elements in a process, method, article, or system that comprises the element.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments. In the unit claims enumerating several means, several of these means can be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order, but rather the words first, second, third, etc. are to be interpreted as names.

Through the description of the foregoing embodiments, it is clear to those skilled in the art that the method of the foregoing embodiments may be implemented by software plus a necessary general hardware platform, and certainly may also be implemented by hardware, but in many cases, the former is a better implementation. Based on such understanding, the technical solutions of the present invention or portions thereof contributing to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g., a Read Only Memory image (ROM)/Random Access Memory (RAM, magnetic disk, optical disk), and includes several instructions for enabling a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to execute the method according to the embodiments of the present invention.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims

1. A control method of an engine torque at an optimum vehicle speed, characterized by comprising the steps of:

calculating a torque increment according to the optimal vehicle speed information, the actual vehicle speed information and the vehicle state according to a preset strategy to determine the working state of the engine;

2. The control method according to claim 1, wherein the preset strategy comprises: and judging whether the abnormality exists or not, and if the abnormality exists, determining that the working state of the engine is a fourth working state.

3. The control method according to claim 2, wherein the preset strategy comprises: if there is no abnormality, it is determined whether the calculated torque increase is a positive value, and if the calculated torque increase is a positive value, it corresponds to the first operating state.

4. The control method according to claim 2, wherein the preset strategy comprises: if there is no abnormality, it is determined whether the calculated torque increase amount is a negative value, and if the calculated torque increase amount is a negative value, it corresponds to the second operating state.

5. The control method according to claim 2, wherein the preset strategy comprises: if there is no abnormality, it is determined whether the calculated torque increase is zero, and if the calculated torque increase is zero, it corresponds to a third operating state.

6. The control method according to claim 1, characterized in that the torque command corresponding to the torque increase amount is the torque increase amount itself or a target torque, wherein the target torque is equal to the sum of the torque at the last time and the torque increase amount.

7. The control method according to claim 2, wherein the preset strategy comprises: if no abnormity exists, judging: whether the calculated torque increment is a positive value or not, and if the calculated torque increment is the positive value, corresponding to a first working state; and whether the calculated torque increment is a negative value, if the calculated torque increment is a negative value, corresponding to a second operating state; and also

If the current working state of the engine is the first working state and the calculated next working state is the second working state, setting the working state of the engine to be the fifth working state and enabling the time counter to work; determining the working state of the engine as a second working state after the time counter reaches a certain value;

if the current working state of the engine is the second working state and the next working state calculated is the first working state, setting the working state of the engine to be the fifth working state and enabling the time counter to work; after the time counter reaches a certain value, the engine operating state is determined as a first operating state.

8. The control method according to claim 7, wherein during the transition from the first operating state to the second operating state, before the time counter reaches a certain value, a torque command corresponding to a positive torque increment is issued and the torque increment reaches zero with a certain slope, and after the time counter reaches a certain value, a torque command corresponding to a negative torque increment is issued and the torque increment reaches the torque command corresponding to the second operating state with a certain slope; or

During the transition from the second operating state to the first operating state, a torque command corresponding to a negative torque increment is issued until the time counter reaches a certain value, and the torque increment is made to reach zero at a certain slope, and after the time counter reaches a certain value, a torque command corresponding to a positive torque increment is issued, and the torque increment is made to reach a torque command corresponding to the first operating state at a certain slope.

9. Control device for optimal vehicle speed to engine torque, characterized in that the control device comprises a memory, a processor and a control program for optimal vehicle speed to engine torque stored on the memory and operable on the processor, the control program being configured to carry out the steps of the method for optimal vehicle speed to engine torque control according to any one of claims 1 to 8.

10. A control device for engine torque at an optimum vehicle speed, characterized by comprising:

the state determining module is used for calculating torque increment according to the optimal vehicle speed information, the actual vehicle speed information and the vehicle state according to a preset strategy to determine the working state of the engine;

11. Storage medium, characterized in that it has stored thereon a control program of optimal vehicle speed to engine torque, which when executed by a processor implements the steps of the method of optimal vehicle speed to engine torque control according to any one of claims 1 to 8.